Discussing what is “common sense” isn’t valid here – there are obviously 2 schools of thought on the issue, both of which have been carefully thought out and argued above.
Some questions:
If airlines have a policy of ignoring a “decide” call at 50’, 20’ 10’ or zero feet, then what is the point of that call? If the Capt doesn’t like something then he will call for a go around anyway; if he’s too incapacitated to not like something he won’t say anything and you land. Do some companies have this continue to land policy because they have a DH of zero, in which case the aircraft is landing anyway?
Is the decision to go around (if there is no response at this very short but critical time) based on the possibility that the incapacitated pilot may interfere with the controls? Don’t be blinkered with heart attacks, consider convulsions or any other conditions that may cause a sick person to move voluntarily or involuntarily against the controls, disconnecting the AP which some are expecting to “do it all for you”. Unlikely, yes, but so are most things we legislate against and create SOPs for.
Going around doesn’t mean a diversion to Cat I for some companies, it means get the ac safely away from the ground, get the incapacitated pilot away from the controls, then do another Cat 3 as a single pilot safe in the knowledge there will be no interference on the controls at the critical stage. Companies do practise this very scenario in the sim. The subsequent “mayday” call can help the single pilot’s workload considerably. The extra 10 minutes in the air to guarantee the safety of the pax is considered time well spent by those from the "go around" school.
Some well respected companies (according to this forum, anyway) follow the same philosophy used by FR: just because you think their leader is a jerk doesn’t mean to say the men and women who write their SOPs and operate them at the coal face are.
Comments above imply that SOPs only apply to “standard” events, which doesn't include incapacitation. In my company we have SOPs for many “non-standard” events, such as engine failure, equipment failure in RVSM/MNPS airspace, incapacitation to name a few. Aren’t SOPs designed to maximise aircraft safety in the time critical events when crew do not have the luxury of time to even get through the first “D” of DODAR, eg the V1 cut, failure to rotate at the V1 call, lack of response at Cat 3 DH?